Driver control input device for drive-by-wire system

ABSTRACT

A driver control input device includes a support post and a steering ring rotatably supported with respect to the support post. A steering transducer is operatively connected between the steering ring and support post to convert mechanical rotation of the steering ring into non-mechanical steering control signals to be sent to a steer-by-wire system. A braking ring and acceleration ring may also be provided for generating non-mechanical braking and acceleration control signals.

TECHNICAL FIELD

[0001] The present invention relates to a vehicle driver control inputdevice for providing steering, acceleration and braking signals on adrive-by-wire vehicle.

BACKGROUND OF THE INVENTION

[0002] The implementation of drive-by-wire technology in the automotiveindustry (e.g. steer-by-wire, brake-by-wire, throttle-by-wire,shift-by-wire, etc.) is a result of continuing efforts to reduce cost,increase reliability, and reduce weight.

[0003] In drive-by-wire systems, mechanical devices with linkages andmechanical connections are being replaced with sensors, actuators andelectronics. For example, in a conventional steering system, whichconsists of a steering wheel, a steering column, a power assisted rackand pinion system, and tie rods, the driver turns a steering wheelwhich, through the various mechanical components, causes the road wheelsof the vehicle to turn. In a steer-by-wire system, a number of themechanical components between the steering wheel and the road wheels ofthe vehicle are replaced with a sensor at the steering wheel and bothsensors and actuators at the road wheels. In a steer-by-wire system, therotation of the steering wheel is measured by the sensor. This rotationmeasurement is processed by the electronics to generate command signalsfor the actuators to turn the road wheels.

[0004] Drive-by-wire modules may reduce assembly time and cost andresult in an improved driver interface because the elimination ofmechanical connections to the steering column give engineers moreflexibility in designing the driver interface with regard to location,type and performance. Vehicle designers will also have more flexibilityin the placement of hardware under the hood and in the interior tosupport alternative power trains, enhanced styling, and improvedinterior functionality.

[0005] Without a steering column, there is no need to provide anadjustable seat, so seat content may be reduced. The absence of thesteering column may also enable integrated vehicle stability controlsystems, collision avoidance systems, and automated driving systems.

[0006] Drive-by-wire technology may also increase packaging flexibility,simplify assembly, enable tunable steering feel, and advanced vehiclecontrol.

SUMMARY OF THE INVENTION

[0007] A vehicle driver control input device in accordance with theinvention is provided for use in a vehicle drive-by-wire system forsteering, accelerating and braking a vehicle. Alternatively, the drivercontrol input device may be used for a driving simulator, aircraft,video game, wheelchair, etc.

[0008] Advantageously, in accordance with one aspect, of the invention,the driver control input device includes a support post and a steeringring rotatably supported with respect to the support post. A steeringtransducer is operatively connected between the steering ring and thesupport post to convert mechanical rotation of the steering ring intonon-mechanical steering control signals to be sent to a steer-by-wiresystem.

[0009] A hub may be fixed to the post, and the steering ring may berotatably supported with respect to the hub. The post may be adjustable,and the hub may be pivotal and adjustable with respect to the post. Thehub may include an information display, an airbag, control features,such as control knobs, etc. Alternatively, the hub may be fixed to thesteering ring for rotation therewith. Further, the design may behubless.

[0010] A braking ring may be positioned adjacent the steering ring andoperatively connected with a braking transducer to convert mechanicalmotion of the braking ring into non-mechanical braking control signalsto be sent to a brake-by-wire system. As in other embodiments, the“ring” need not form a full circle; i.e., it may be U-shaped, etc.

[0011] An acceleration ring may be positioned adjacent the steering ringand operatively connected with an acceleration transducer to convertmechanical motion of the acceleration ring into non-mechanicalacceleration control signals to be sent to an energy conversion system.Also, an acceleration button may be connected to the steering ring forproviding non-mechanical acceleration signals to the energy conversionsystem as an alternative or redundant acceleration demand input device.

[0012] The steering ring, braking ring and accelerator ring may besubstantially aligned with each other such that they share a commoncentral axis, which is the axis of rotation of the steering ring.

[0013] The braking ring may be operatively connected adjacent a backside of the steering ring, and the acceleration ring may be operativelyconnected adjacent a front side of the steering ring.

[0014] Vehicle braking force or acceleration may be relative to theforce applied to the braking ring, acceleration ring or accelerationbutton. Preferably, when a desired speed is achieved, the accelerationcontrol device may be released, and the vehicle's speed will bemaintained, such as by cruise control. In other words, the vehicle wouldmaintain a steady speed unless acceleration or braking signals are beingsent by a driver. The braking and acceleration features mayalternatively include a compression sensor. Also, active force feedbackis utilized to simulate vehicle dynamic conditions and enhance drivingperformance.

[0015] In one embodiment, the steering ring is substantially hollow andis positioned on a stationary wheel, and rotatable with respect to thestationary wheel via bearings on the stationary wheel abutting an insidesurface of the hollow steering ring.

[0016] In another embodiment, the post rotatably supports the steeringring by engaging only a peripheral edge of the steering ring to therebyfully support the steering ring while enabling rotation of the steeringring via bearings connected to the post.

[0017] Preferably, the steering wheel is fully adjustable to optimizeuser comfort.

[0018] The invention may also provide a vehicle including a chassis, atleast three wheels operable with respect to the chassis, a steer-by-wiresystem, a brake-by-wire system, and an energy conversion systemresponsive to non-mechanical control signals. A driver control inputdevice is connected with the steer-by-wire system, brake-by-wire systemand energy conversion system, as described above, to providenon-mechanical braking, steering, and acceleration signals.

[0019] The above objects, features and advantages, and other objects,features and advantages of the present invention are readily apparentfrom the following detailed description of the best modes for carryingout the invention when taken in connection with the accompanyingdrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0020]FIG. 1 is a schematic illustration (not to scale) of a vehicleincorporating a driver control input device in accordance with theinvention;

[0021]FIG. 2 is a schematic illustration of a steering system for usewith the vehicle of FIG. 1;

[0022]FIG. 3 is a schematic illustration of a braking system for usewith the vehicle of FIG. 1;

[0023]FIG. 4 is a schematic illustration of an energy conversion systemfor use with the vehicle of FIG. 1;

[0024]FIG. 5 is a rear perspective view of the driver control inputdevice of FIG. 1;

[0025]FIG. 6 is a top view of the driver control input device of FIG. 1;

[0026]FIG. 7 is a front view of a driver control input device inaccordance with a first alternative embodiment of the invention;

[0027]FIG. 8 is a rear perspective view of the driver control inputdevice of FIG. 7;

[0028]FIG. 9 is a side cross-sectional view of the driver control inputdevice of FIG. 7;

[0029]FIG. 10 is an enlarged partial side cross-sectional view of thedriver control input device of FIG. 9 being operated by a driver;

[0030]FIG. 11 is a front view of a driver control input device inaccordance with a second alternative embodiment of the invention;

[0031]FIG. 12 is a rear perspective view of the, driver control, inputdevice of FIG. 11;

[0032]FIG. 13 is a side view of the driver control input device of FIG.11; and

[0033]FIG. 14 is a partial side cross-sectional view of the drivercontrol input device of FIG. 11.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0034] Referring to FIG. 1, a vehicle 10 in accordance with theinvention includes a vehicle drive system 12 and a chassis 15. Thevehicle drive system 12 includes a driver control input device 11 whichis operatively connected with a steering system 20, braking system 22and energy conversion system 24. The chassis 15 includes a frame and hasfour wheels 16, 17, 18, 19 that are operable with respect to the chassis15. The vehicle 10 is preferably an automobile, but the invention alsocontemplates that the vehicle may be a tractor, fork-lift or otherindustrial vehicle. Further, the driver control input device 11 may beused in a driving simulator, aircraft, wheelchair, video game, etc.

[0035] As shown, the driver control input device 11 includes a steeringwheel hub 13 which is rotatable with respect to a support post 14. Asteering ring 21 is supported by, and rotates with, the hub 13. Asteering transducer, shown in FIG. 2, generates non-mechanical steeringcontrol signals 52 as the steering ring 21 is rotated with respect tothe post 14. The transducer is preferably operatively connected at thepivot joint between the post 14 and the hub 13 to generate such steeringsignals. The steering control signals 52 are sent through the connectorwire 29, through the connector ports 42, 28 to the steering system 20.

[0036] The driver control input device 11 also includes an acceleratorring 30 which is operative to provide, via a transducer, energyconversion signals 86 through the connector wire 29 and connector ports42, 28 to the energy conversion system 24, as described later withreference to FIGS. 3, 5 and 6.

[0037] The driver control input device 11 also includes a braking ring32 (shown in FIGS. 5 and 6) which is operative to provide electricalbraking control signals 66 through the connector wire 29 and connectorports 42, 28 to the braking system 22.

[0038] The steering system 20, braking system 22 and energy conversionsystem 24 are each mounted to a frame of the chassis 15 and areresponsive to non-mechanical control signals. The energy conversionsystem 24 is connected to a power source 26. Embodiments of such systemsare described subsequently with respect to FIGS. 2-4.

[0039] Still referring to FIG. 1, the chassis 15 includes a frame whichprovides a rigid structure to which the steering system 20, brakingsystem 22 and energy conversion system 24 as well as the wheels 16, 17,18, 19 are mounted, as shown schematically in FIG. 1, and is configuredto support an attached body. A person of ordinary skill in the art willrecognize that the chassis 15 can take many different forms. Forexample, the chassis 15 can be a traditional automotive frame having twoor more longitudinal structural members spaced a distance apart fromeach other, with two or more transverse structural members space apartfrom each other and attached to both longitudinal structural members attheir ends. Alternatively, the structural frame may also be in the formof a “belly pan”, wherein integrated rails and cross members are formedin sheets of metal or other suitable material, with other formations toaccommodate various system components. The structural frame may also beintegrated with various vehicle components. Of course, the abovedescription is merely exemplary, and the invention may alternatively beuseful in a body-on-frame assembly, body-frame integral assembly,non-passenger vehicle, such as a forklift, etc.

[0040] As described previously, the chassis 15 includes the connectorport 28, also referred to as a drive-by-wire connector port, that ismounted with respect to the chassis 15 and operably connected to thesteering system 20, braking system 22 and energy conversion system 24.Persons skilled in the art will recognize various methods for mountingthe connector port 28 to the chassis 15. In the preferred embodiment,the connector port 28 is located on a top face of the chassis 15, inreasonably close proximity to the driver control input device 11.

[0041] The connector port 28 of the preferred embodiment may performmultiple functions, or select combinations thereof. First, the connectorport 28 may function as an electrical power connector, i.e., it may beconfigured to transfer electrical energy generated by components on thevehicle 10 to the operator interface or other non-frame destination.Second, the connector port 28 may function as a control signal receiver,i.e., a device configured to transfer non-mechanical control signalsfrom a non-vehicle source, such as the driver control input device 11,to controlled systems including the steering system 20, braking system22 and energy conversion system 24. Third, the connector port 28 mayfunction as a feedback signal conduit through which feedback signals aremade available to a vehicle driver. Fourth, the connector port 28 mayfunction as an external programming interface through which softwarecontaining algorithms and data may be transmitted for use by controlledsystems. Fifth, the connector port 28 may function as an informationconduit through which sensor information and other information is madeavailable to a vehicle driver. The connector port 28 may thus functionas a communications and power “umbilical” port through which allcommunications between the vehicle and the attached driver control inputdevice 11 and other attachments to the chassis are transmitted. Theconnector port 28 is essentially an electrical connector. Electricalconnectors includes devices configured to operably connect one or moreelectrical wires with other electrical wires. The wires may be spaced adistance apart to avoid any one wire causing signal interference inanother wire operably connected to an electrical connector or for anyreason that wires in close proximity may not be desirable.

[0042] The steering system 20 is operatively connected to the frontwheels 16, 17 (but may be connected to rear wheels). Preferably, thesteering system 20 is responsive to non-mechanical control signals. Inthe preferred embodiment, the steering system 20 is by-wire. A by-wiresystem is characterized by control signal transmission in electricalform. In the context of the present invention, “by-wire” systems, orsystems that are controllable “by-wire”, include systems configured toreceive control signals in electronic form via a control signal receiverand respond in conformity to the electronic control signals.

[0043]FIG. 2 is a schematic illustration of a steering system for usewith the mobility system of FIG. 1. The by-wire steering system 20 ofthe preferred embodiment includes a steering control unit 44, and asteering actuator 46. Sensors 48 are located on the vehicle 10 andtransmit sensor signals 50 carrying information concerning the state orcondition of the vehicle and its component systems. The sensors 48 mayinclude position sensors, velocity sensors, acceleration sensors,pressure sensors, force and torque sensors, flow meters, temperaturesensors, etc. The steering control unit 44 receives and processes sensorsignals 50 from the sensors 48 and electrical steering control signals52 from the connector port 28, and generates steering actuator controlsignals 54 according to a stored algorithm. A control unit typicallyincludes a microprocessor, ROM and RAM and appropriate input and outputcircuits of a known type for receiving the various input signals and foroutputting the various control commands to the actuators. Sensor signals50 may include yaw rate, lateral acceleration, angular wheel velocity,tie-rod force, steering angle, chassis velocity, etc.

[0044] The steering actuator 46 is operably connected to the frontwheels 16, 17 and configured to adjust the steering angle of the frontwheels 16, 17 in response to the steering actuator control signals 54.Actuators in a by-wire system transform electronic control signals intoa mechanical action or otherwise influence a system's behavior inresponse to the electronic control signals. Examples of actuators thatmay be used in a by-wire system include electromechanical actuators suchas electric servomotors, translational and rotational solenoids,magnetorheological actuators, electrohydraulic actuators, andelectrorheological actuators. Those skilled in the art will recognizeand understand mechanisms by which the steering angle is adjusted. Inthe preferred embodiment, the steering actuator 46 is an electric drivemotor configured to adjust a mechanical steering rack.

[0045] Referring to FIG. 2, the preferred embodiment of the vehicle isconfigured such that it is steerable by any source of compatibleelectrical steering control signals 52 connected to the connector port28. The connector port 28 interfits with the connector 42 at theconnector interface 53. FIG. 2 depicts a steering transducer 56 locatedwithin the driver control input device 11, operatively connected betweenthe steering ring 21 and the stationary support post 14, and connectedto a complementary connector 42. Transducers convert the mechanicalcontrol signals of a vehicle driver to non-mechanical control signals.When used with a by-wire system, transducers convert the mechanicalcontrol signals to electrical control signals usable by the by-wiresystem. Transducers utilize sensors, typically position and forcesensors, to convert the mechanical input to an electrical signal.

[0046] The complementary connector 42 is coupled with the connector port28 of the connector interface 53. The steering transducer 56 convertsvehicle driver-initiated mechanical movement 60 of the steering ring 21into electrical steering control signals 52 which are transmitted viathe connector port 28 to the steering control unit 44. The steeringtransducer 56 may include, for example, a curved rack and pinion with anoptical sensor to sense the position of the pinion along the curved rackas the steering ring 21 is pivoted with respect to the support post 14.A motor may also be included and operatively engaged with the pinion toprovide force feedback to the driver. In the preferred embodiment, thesteering control unit 44 generates steering feedback signals 62 for useby a vehicle driver and transmits the steering feedback signals 62through the connector port 28. Some of the sensors 48 monitor steeringmotion, such as motion along a rack, and vehicle speed. This informationis processed by the steering control unit 44 according to a storedalgorithm to generate the steering feedback signals 62.

[0047] Examples of steer-by-wire systems are described in U.S. Pat. No.6,176,341, issued Jan. 23, 2001 to Delphi Technologies, Inc; U.S. Pat.No. 6,208,923, issued Mar. 27, 2001 to Robert Bosch GmbH; U.S. Pat. No.6,219,604, issued Apr. 17, 2001 to Robert Bosch GmbH ; U.S. Pat. No.6,318,494, issued Nov. 20, 2001 to Delphi Technologies, Inc.; U.S. Pat.No. 6,370,460, issued Apr. 9, 2002 to Delphi Technologies, Inc.; andU.S. Pat. No. 6,394,218, issued May 28, 2002 to TRW FahrwerksystemeGribH & Co. KG; which are hereby incorporated by reference in theirentireties.

[0048] The steer-by-wire system described in U.S. Pat. No. 6,176,341includes a position sensor for sensing angular position of a road wheel,a hand-operated steering wheel for controlling direction of the roadwheel, a steering wheel sensor for sensing position of the steeringwheel, a steering wheel actuator for actuating the hand-operatedsteering wheel, and a steering control unit for receiving the sensedsteering wheel position and the sensed road wheel position andcalculating actuator control signals, preferably including a road wheelactuator control signal and a steering wheel actuator control signal, asa function of the difference between the sensed road wheel position andthe steering wheel position. The steering control unit commands the roadwheel actuator to provide controlled steering of the road wheel inresponse to the road wheel actuator control signal. The steering controlunit further commands the steering wheel actuator to provide feedbackforce actuation to the hand-operated steering wheel in response to thesteering wheel control signal. The road wheel actuator control signaland steering wheel actuator control signal are preferably scaled tocompensate for difference in gear ratio between the steering wheel andthe road wheel. In addition, the road wheel actuator control signal andsteering wheel actuator control signal may each have a gain set so thatthe road wheel control actuator signal commands greater force actuationto the road wheel than the feedback force applied to the steering wheel.

[0049] The steer-by-wire system described in U.S. Pat. No. 6,176,341preferably implements two position control loops, one for the road wheeland one for the hand wheel. The position feedback from the steeringwheel becomes a position command input for the road wheel control loopand the position feedback from the road wheel becomes a position commandinput for the steering wheel control loop. A road wheel error signal iscalculated as the difference between the road wheel command input(steering wheel position feedback) and the road wheel position.Actuation of the road wheel is commanded in response to the road wheelerror signal to provide controlled steering of the road wheel. Asteering wheel error signal is calculated as the difference between thesteering wheel position command (road wheel position feedback) and thesteering wheel position. The hand-operated steering wheel is actuated inresponse to the steering wheel error signal to provide force feedback tothe hand-operated steering wheel.

[0050] The steering control unit of the '341 system could be configuredas a single processor or multiple processors and may include ageneral-purpose microprocessor-based controller, that may include acommercially available off-the-shelf controller. One example of acontroller is Model No. 87C196CA microcontroller manufactured and madeavailable from Intel Corporation of Delaware. The steering control unitpreferably includes a processor and memory for storing and processingsoftware algorithms, has a clock speed of 16 MHz, two optical encoderinterfaces to read position feedbacks from each of the actuator motors,a pulse width modulation output for each motor driver, and a 5-voltregulator.

[0051] U.S. Pat. No. 6,370,460 describes a steer-by-wire control systemcomprising a road wheel unit and a steering wheel unit that operatetogether to provide steering control for the vehicle operator. Asteering control unit may be employed to support performing the desiredsignal processing. Signals from sensors in the road wheel unit, steeringwheel unit, and vehicle speed are used to calculate road wheel actuatorcontrol signals to control the direction of the vehicle and steeringwheel torque commands to provide tactile feedback to the vehicleoperator. An Ackerman correction may be employed to adjust the left andright road wheel angles correcting for errors in the steering geometryto ensure that the wheels will track about a common turn center.

[0052] Referring again to FIG. 1, a braking system 22 is mounted to thechassis 15 and is operably connected to the wheels 16, 17, 18, 19. Thebraking system 22 is configured to be responsive to non-mechanicalcontrol signals. In the preferred embodiment, the braking system 22 isby-wire, as depicted schematically in FIG. 3, wherein like referencenumbers refer to like components from FIG. 2. Sensors 48 transmit sensorsignals 50 carrying information concerning the state or condition of thevehicle and its component systems to a braking control unit 64. Thebraking control unit 64 is connected to the connector port 28 and isconfigured to receive electrical braking control signals 66 via theconnector port 28. The braking control unit 64 processes the sensorsignals 50 and the electrical braking control signals 66 and generatesbraking actuator control signals 68 according to a stored algorithm. Thebraking control unit 64 then transmits the braking actuator controlsignals 68 to braking actuators 70, 72, 74, 76 which act to reduce theangular velocity of the wheels 16, 17, 18, 19. Those skilled in the artwill recognize the manner in which the braking actuators 70, 72, 74, 76act on the wheels 16, 17, 18, 19. Typically, actuators cause contactbetween friction elements, such as pads and disc rotors. Optionally, anelectric motor may function as a braking actuator in a regenerativebraking system.

[0053] The braking control unit 64 may also generate braking feedbacksignals 78 for use by a vehicle driver and transmit the braking feedbacksignals 78 through the connector port 28. In the preferred embodiment,the braking actuators 70, 72, 74, 76 apply force through a caliper to arotor at each wheel. Some of the sensors 48 measure the applied force oneach caliper. The braking control unit 64 uses this information toensure synchronous force application to each rotor.

[0054] The preferred embodiment of the vehicle is configured such thatthe braking system 22 is responsive to any source of compatibleelectrical braking control signals 66. At least one braking transducer80 is located in the driver control input device 11 operativelyconnected between the braking ring 32 and the hub 13, and connected to acomplementary connector 42 interfitted with the connector port 28 at theconnector interface 53. The braking transducer 80 converts vehicledriver-initiated mechanical movement 82 of the braking ring 32 intoelectrical form and transmits the electrical braking control signals 66to the braking control unit via the connector port 28 when the brakingring 32 is squeezed toward the hub 13 by a driver. The braking,transducer 80 includes sensors that measure both the rate of appliedforce and the amount of applied force to the braking ring 32, therebyconverting mechanical movement 82 of the braking ring 32 into electricalbraking control signals 66. The braking control unit 64 processes boththe rate and amount of applied force to provide both normal and panicstopping.

[0055] Examples of brake-by-wire systems are described in U.S. Pat. No.5,366,281, issued Nov. 22, 1994 to General Motors Corporation; U.S. Pat.No. 5,823,636, issued Oct. 20, 1998 to General Motors Corporation; U.S.Pat. No. 6,305,758, issued Oct. 23, 2001 to Delphi Technologies, Inc.;and U.S. Pat. No. 6,390,565, issued May 21, 2002 to Delphi Technologies,Inc.; which are hereby incorporated by reference in their entireties.

[0056] The system described in U.S. Pat. No. 5,366,281 includes an inputdevice for receiving mechanical braking control signals, a brakeactuator and a control unit coupled to the input device and the brakeactuator. The control unit receives brake commands, or electricalbraking control signals, from the input device and provides actuatorcommands, or braking actuator control signals, to control current andvoltage to the brake actuator. When a brake command is first receivedfrom the input device, the control unit outputs, for a firstpredetermined time period, a brake torque command to the brake actuatorcommanding maximum current to the actuator. After the firstpredetermined time period, the control unit outputs, for a secondpredetermined time period, a brake torque command to the brake actuatorcommanding voltage to the actuator responsive to the brake command and afirst gain factor. After the second predetermined time period, thecontrol unit outputs the brake torque command to the brake actuatorcommanding current to the actuator responsive to the brake command and asecond,gain factor, wherein the first gain factor is greater than thesecond gain factor and wherein brake initialization is responsive to thebrake input.

[0057] U.S. Pat. No. 6,390,565 describes a brake-by-wire system thatprovides the capability of both travel and force sensors in a brakingtransducer connected to a brake apply input member such as a brake pedaland also provides redundancy in sensors by providing the signal from asensor responsive to travel or position of the brake apply input memberto a first control unit and the signal from a sensor responsive to forceapplied to a brake apply input member to a second control unit. Thefirst and second control units are connected by a bidirectionalcommunication link whereby each controller may communicate its receivedone of the sensor signals to the other control unit. In at least one ofthe control units, linearized versions of the signals are combined forthe generation of first and second brake apply command signals forcommunication to braking actuators. If either control unit does notreceive one of the sensor signals from the other, it neverthelessgenerates its braking actuator control signal on the basis of the sensorsignal provided directly to it. In a preferred embodiment of the system,a control unit combines the linearized signals by choosing the largestin magnitude.

[0058]FIG. 4 is a schematic illustration of the energy conversion system24 referenced in FIG. 1. The energy conversion system 24 includes anenergy converter 25 that converts the energy stored in an energy storagesystem 27 to electrical energy that propels the vehicle 10. In thepreferred embodiment, the energy converter 25 is operably connected to atraction motor 83. The energy converter 25 converts chemical energy intoelectrical energy, and the traction motor 83 converts the electricalenergy to mechanical energy, and applies the mechanical energy to rotatethe front wheels 16, 17. Those skilled in the art will recognize manytypes of energy converters 25 that may be employed within the scope ofthe present invention.

[0059] The energy conversion system 24 is configured to respond tonon-mechanical control signals. The energy conversion system 24 of thepreferred embodiment is controllable by-wire, as depicted in FIG. 4. Anenergy conversion system control unit 84 is connected to the connectorport 28 from which it receives electrical energy conversion systemcontrol signals 86, and sensors 48 from which it receives sensor signals50 carrying information about various vehicle conditions. In thepreferred embodiment the information conveyed by the sensor signals 50to the energy conversion system control unit 84 includes vehiclevelocity, electrical current applied, rate of acceleration of thevehicle, and motor shaft speed to ensure smooth launches and controlledacceleration. The energy conversion system control unit 84 is connectedto an energy conversion system actuator 88, and transmits energyconversion system actuator control signals 90 to the energy conversionsystem actuator 88 in response to the electrical energy conversionsystem control signals 86 and sensor signals 50 according to a storedalgorithm. The energy conversion system actuator 88 acts on the energyconversion system 24 or traction motor 83 to adjust energy output. Thoseskilled in the art will recognize the various methods by which theenergy conversion system actuator 88 may adjust the energy output of theenergy conversion system.

[0060] An energy conversion system transducer 92 is located in thedriver control input device 11, operatively connected between theacceleration ring 30 and the steering ring 21, and connected to acomplementary connector 42 engaged with the connector port 28 at theconnector interface 53. The energy conversion system transducer 92 isconfigured to convert mechanical movement 94 of the acceleration ring 30into electrical energy conversion system control signals 86 as theacceleration ring 30 is pressed toward the steering ring 21 by a driver.

[0061]FIGS. 5 and 6 show rear perspective and top views, respectively ofthe driver control input device 11 of FIG. 1. As shown, the braking ring32 includes a cylindrical support portion 100 which is connected to thebraking ring 32 by spokes 102. The braking ring 32 is positioned forconvenient finger operation by the driver, as illustrated in FIGS. 5 and6. The cylindrical center support portion 100 is movably, positionedwithin a central aperture 104 of the hub 13. The cylindrical centersupport portion 100 is movable within the central aperture 104 axiallyagainst the braking transducer 106. The braking transducer 106 may, forexample, be a compression-type transducer which senses movement of thecylindrical center support portion 100 against the transducer 106 andconverts such movement into braking signals to be sent to thebrake-by-wire system of the vehicle.

[0062] As shown in FIGS. 1 and 6, the accelerator ring 30 is positionedin a channel 108 formed around the steering ring 21. The acceleratorring 40 preferably includes a transducer (as illustrated in FIG. 4),such as an elongated compression-type transducer which senses thumbpressure of the driver, as illustrated in FIG. 6. Preferably,acceleration is proportional to force applied against the acceleratorring 30 by the driver's thumb.

[0063] Accordingly, in this embodiment, the accelerator ring 30 andbraking ring 32 rotate with the steering ring 21 for convenient fingerand thumb operation by the driver during steering.

[0064] Turning to FIGS. 7-10, a driver control input device 11′ isillustrated in accordance with a first alternative embodiment of theinvention. As shown, the driver control input device 11′ includes asupport post 112 which supports a fixed hub 114 having an informationdisplay, such as an LCD speedometer. The steering ring 116 is asubstantially hollow, donut-shaped component having an inner surface 118which rides along bearings 120 on the stationary wheel 122 duringsteering movement. A steering transducer is operatively connectedbetween the steering ring 116 and the stationary wheel 122 (asillustrated schematically in FIG. 2) to translate mechanical rotation ofthe steering ring 116 with respect to the stationary wheel 122 and hub114 into electrical steering signals to be sent to a steer-by-wiresystem. As shown, an acceleration ring 124 is positioned on a forwardside of the steering ring 116 for convenient thumb operation by adriver, as illustrated in FIG. 10. Also, a braking ring 126 is connectedadjacent a rear surface of the hub 114 for convenient finger operationby a driver, as illustrated in FIG. 40. The braking ring 126 may befixed to the steering ring 116 for rotation therewith, or may be fixedto the hub 114. A braking transducer is operatively connected to thebraking ring 126 (as illustrated schematically in FIG. 3) to translatemovement of the braking ring 126 toward the hub 114 into electricalbraking signals to be sent to the brake-by-wire system.

[0065] Turning to FIGS. 11-14, a second alternative embodiment of adriver control input device 11″ is shown. In this embodiment, a fixedpost 130 rotatably supports the steering ring 132 by engaging only theperipheral edge 134 of the steering ring 132 to thereby fully supportthe steering ring 132 while enabling rotation of the steering ring viabearings 136, 138. As shown most clearly in FIG. 14, the post 130includes a support member 140 which is contoured to engage the steeringring 132 and includes bearings 136, 138 to facilitate rotation of thesteering ring 132 with respect to the support member 140.

[0066] An acceleration ring 142 is positioned in a channel 144 formedaround the steering ring 132. Also, a braking ring 146 is connected tothe steering ring 132 and positioned at the rear side of the steeringring 132 for convenient operation by a driver's fingers. A brakingtransducer is operatively positioned between the braking ring 146 andthe steering ring 132 (as illustrated schematically in FIG. 3). Thebraking transducer may sense pivoting movement of the ring 146 about thepivot point 148. It may alternatively include a compression sensor, or asensor which senses bending of the braking ring 146 when pressed by adriver. Further, axial movement of the braking ring 146 with respect tothe steering ring 132 may be sensed by the transducer and converted toelectrical braking signals to be sent to the brake-by-wire system.

[0067] While the best modes for carrying out the invention have beendescribed in detail, those familiar with the art to which this inventionrelates will recognize various alternative designs and embodiments forpracticing the invention within the scope of the appended claims.

1. A driver control input device comprising: a support post; a steeringring rotatably supported with respect to the support post; and asteering transducer operatively connected between the steering ring andthe support post to convert mechanical rotation of the steering ringinto non-mechanical steering control signals to be sent to asteer-by-wire system.
 2. The driver control input device of claim 1,further comprising a hub fixed to the post, and wherein said steeringring is rotatably supported with respect to the hub, said hub includingan information display.
 3. The driver control input device of claim 1,further comprising a hub fixed to said steering ring for rotationtherewith.
 4. The driver control input device of claim 1, furthercomprising a braking ring operatively connected adjacent the steeringring and engaged with a braking transducer to convert mechanical motionof the braking ring into non-mechanical braking control signals to besent to a brake-by-wire system.
 5. The driver control input device ofclaim 1, further comprising an acceleration ring operatively connectedadjacent the steering ring and engaged with an acceleration transducerto convert mechanical motion of the acceleration ring intonon-mechanical acceleration control signals to be sent to an energyconversion system.
 6. The driver control input device of claim 1,further comprising an acceleration button connected to said steeringring for providing non-mechanical acceleration signals to an energyconversion system.
 7. The driver control input device of claim 1,further comprising a braking ring operatively connected adjacent a backside of the steering ring and an acceleration ring operatively connectedadjacent a front side of the steering ring, said braking ring andacceleration ring being operable to provide non-mechanical brakingsignals and non-mechanical acceleration signals to a brake-by-wiresystem and an energy conversion system, respectively.
 8. The drivercontrol input device of claim 1, wherein said steering ring issubstantially hollow and is positioned on a stationary wheel, androtatable with respect to the stationary wheel via bearings on thestationary wheel abutting an inside surface of the hollow steering ring.9. The driver control input device of claim 1, wherein said postrotatably supports the steering ring by engaging only a peripheral edgeof the steering ring to thereby fully support the steering ring whileenabling rotation of the steering ring via bearings connected to thepost.
 10. A driver control input device comprising: a support post; asteering ring rotatably supported with respect to the support post andengaged with a steering transducer to convert mechanical rotation of thesteering ring into non-mechanical steering control signals to be sent toa steer-by-wire system; a braking ring operatively connected adjacentthe steering ring and engaged with a braking transducer to convertmechanical motion of the braking ring into non-mechanical brakingcontrol signals to be sent to a brake-by-wire system; and anacceleration ring operatively connected adjacent the steering ring andengaged with an acceleration transducer to convert mechanical motion ofthe steering ring into non-mechanical acceleration control signals to besent to an energy conversion system.
 11. The driver control input deviceof claim 10, wherein said braking ring and acceleration ring areconfigured for axial movement with respect to the rotatable steeringring.
 12. The driver control input device of claim 10, furthercomprising a hub fixed to the post, and wherein said steering ring isrotatably supported with respect to the hub, said hub including aninformation display.
 13. The driver control input device of claim 10,further comprising a hub fixed to said steering ring for rotationtherewith.
 14. The driver control input device of claim 10, furthercomprising an acceleration button connected to said steering ring forproviding non-mechanical acceleration signals to said energy conversionsystem.
 15. The driver control input device of claim 10, wherein saidbraking ring is operatively connected adjacent a back side of thesteering ring, and said acceleration ring is operatively connectedadjacent a front side of the steering ring.
 16. The driver control inputdevice of claim 10, wherein said steering ring is substantially hollowand is positioned on a stationary wheel, and rotatable with respect tothe stationary wheel via bearings on the stationary wheel abutting aninside surface of the hollow steering ring.
 17. The driver control inputdevice of claim 10, wherein said post rotatably supports the steeringring by engaging only a peripheral edge of the steering ring to therebyfully support the steering ring while enabling rotation of the steeringring via bearings connected to the post.
 18. A vehicle comprising: achassis; at least three wheels operatively connected with respect to thechassis; a steer-by-wire system mounted with respect to the chassis andresponsive to non-mechanical control signals; a brake-by-wire systemmounted with respect to the chassis and responsive to non-mechanicalcontrol signals; an energy conversion system mounted with respect to thechassis and responsive to non-mechanical control signals; a support postsupported with respect to the chassis; a steering ring rotatablysupported with respect to the support post and engaged with a steeringtransducer to convert mechanical rotation of the steering ring intonon-mechanical steering control signals to be sent to the steer-by-wiresystem; a braking ring operatively connected adjacent the steering ringand engaged with a braking transducer to convert mechanical motion ofthe braking ring into non-mechanical braking control signals to be sentto the brake-by-wire system; and an acceleration ring operativelyconnected adjacent the steering ring and engaged with an accelerationtransducer to convert mechanical motion of the acceleration ring intonon-mechanical acceleration control signals to be sent to the energyconversion system.
 19. The vehicle of claim 18, wherein said steeringring is substantially hollow and is positioned on a stationary wheel,and rotatable with respect to the stationary wheel via bearings on thestationary wheel abutting an inside surface of the hollow steering ring.